|
Chrysler 300
Debut: 2004
Maker: Chrysler
Predecessor: LH-series
|
|
 The
outgoing Chrysler LH-platform cars (Chrysler 300M, Concorde, LHS and
Dodge
Intrepid) were always remembered for their sharp, coupe-like look. They
were the best examples of Tom Gale’s "cab-forward" designs. However,
since
Daimler-Benz bought the company in 1998, everything was changed. Not
only
the American company started using Mercedes parts and engineering
know-how,
but its styling theme was also changed. You can see that from the trio
of new cars - Crossfire, Pacifica and now, 300. These cars have a
common
styling philosophy - conservative profile for easy engineering, radical
details to suit American taste. The "cab-forward" design has become
memory,
replaced by conventional long bonnet and near-vertical windscreen. This
wind-blocking shape is especially obvious in Chrysler 300. (BTW,
Chrysler
won’t tell us the aerodynamic drag figure.) Myself is not a fan of this
bulldog-like styling, but undeniably it has huge presence to observers.
The new
platform
is now called
LX. It gives birth to Chrysler 300 (the sedan), Dodge Magnum (the
wagon)
and probably a new age Dodge Charger in the future. The Chrysler 300
installed
with V8 engines are called 300C, leaving the name 300 for V6 versions.
The LX is
very,
very large.
Measuring 5 meters in length and 3 meters-plus in wheelbase, it matches
any European limousines. Its direct competitor is actually a class or 2
smaller. Take a Volvo S80 for comparison, you will find the Chrysler
monster
is 177mm longer, 51mm wider and 49mm taller, while the wheelbase is a
massive
257mm longer ! this also implies its modern, non-American-like
proportion
with long wheelbase and rather short overhangs. By keeping it just 1 mm
short of the 5-meters mark, its chance for selling in European market
is
survived.
 Now
one thing is interesting: while the outgoing LH platform was driven by
front wheels, the LX employs Mercedes-style rear-wheel drive. As we all
know the benefit of RWD to handling and driving pleasure, this must be
a good news. The question is: how can Chrysler afford the extra cost?
the
answer is easy: parts sharing with Mercedes-Benz and borrowing its
experience.
The LX cars
employ various
parts from Mercedes E-class, such as the 5-speed automatic gearbox, the
rear differential, ESP system, the double-wishbones front and 5-link
rear
suspensions. However, to reduce cost Chrysler converted suspension
parts
from aluminum to steel. American engines are also cheaper to build, so
Chrysler continues employing the LH’s 2.7-litre V6 (190hp) and
3.5-litre
V6 (250hp), plus a new generation "Hemi" 5.7-litre pushrod V8.
For a car
weighing 1.7 ton,
even the 3.5 V6 is not going to provide performance matching a typical
3.0-litre European executive car. This is not helped by the use of
4-speed
automatic (the Mercedes 5-speed unit is reserved for V8). Don’t expect
ultra refinement for this somewhat outdated engine / transmission combo
either, as it is basically a bread-and-butter design.
 All
these reasons make the Hemi V8 more attractive. Yes, it is very heavy
due
to the cast-iron block, it is a pushrodder, but it is an all-new
design,
employing twin-spark plugs and cylinder deactivation technology like
Mercedes’
V8 and V12. When the car doesn’t need full power, it will automatically
deactivate 4 of the 8 cylinders by shutting valves and disabling fuel
injection
and ignition. This save a bit fuel. When the car needs full power, Hemi
can deliver 340 horses at 5000rpm and 390 pound-foot of torque at
4000rpm,
enough to push the car to 60mph in less than 6 seconds.
Despite
of such
performance,
Chrysler 300C is not actually a performance sedan like BMW 545i. It is
too big and heavy for that. In fact, Chrysler installed it with 60%
aspect
ratio tires, showing it has no intention to market it against
performance
sedans. We had better see it as a regular sedan with extra low-end
grunt
as a bonus. Another bonus of the V8 is its smoothness and great sound.
With
rear-wheel-drive and
better weight distribution (54:46 for the V8), the LX platform of
course
handles better than its predecessor. Body control, grip, steering and
ride
are reasonably good by European standard. Not up to the level of BMW,
Mercedes
and Jaguar of course, but it won’t feel shame against other European
executive
sedans such as Volvo and Audi. The tuning is very European-like, with
heavy
steering in particular. In terms of refinement, the Chrysler 300 has
improved
a lot from its the LH. Its chassis feels solid and wind noise
insulation
is effective. Only sharp bump absorption let it down.
 Inside,
the 300 offers unrivalled space in the class - actually more than most
people need. 5 big guys can sit comfortably as in any luxurious
limousines
3 times the price. Unluckily, the dashboard design is workman-like
rather
than out of thinking-man’s taste, lack of any elegant feel. The plastic
materials are lifted from LH, but not up to international level yet,
obviously
a class lower than Pacifica.
Chrysler
wants to
sell 240,000
units of 300 and Dodge Magnum each year. This seems feasible for the
North
American market. However, for most other countries these big, thirsty
monsters
can only be sold as niches. To me, buying a smaller, handsomer, more
efficient
and more elegantly engineered executive cars seems a better bet.
|
| The
above report was last updated on 7 Jul 2004. All
Rights Reserved. |
Dodge Magnum
|
 
Dodge
Magnum is the wagon version of Chrysler 300. With a truck-like grille
and
less expensive trims, it brings the price to even lower level. At the
same
time, you get more luggage space from the Magnum. Admittedly, it is not
as practical as most European wagons (most notably Volvo V70). Luggage
volume is just 780 litres, much smaller than class average, blame to
the
swoopy roofline and high luggage floor. Luckily, the rear bench can be
folded to increase that to 2023 litres.
Mechanical-wise,
it is identical
to Chrysler 300. You can still choose between the two V6 and the Hemi
V8.
With the latter, it is one of the fastest wagons on the market.
|
| The
above report was last updated on 8 Jul 2004. All
Rights Reserved. |
Dodge Charger
|
 Dodge
Charger was one of the most famous and best-looking muscle cars in
the "good old days" of America. So when Chrysler started a
new wave of muscle sedans with Chrysler 300 / Dodge Magnum, naturally
it thought of resurrecting the Charger nameplate.
Unfortunately,
fans of the original Charger found the new Charger is nothing other
than a facelifted Chrysler 300. Instead of a fastback coupe, the new
car retains the 4-door sedan format of the Chrysler 300. Basically,
only the sheet metal is different, and this concentrates mostly at
the nose, headlamps, rear fenders, C-pillars, rear window, rear end
design and the addition of tail spoiler. Underneath the bodyshell are
the same mechanicals. Engine includes the 250hp 3.5 V6 and 340hp HEMI
V8. The entry-level 2.7 V6 is dropped because it is considered too
weak to match the performance image of Charger.
Nevertheless,
a sportier version called Daytona R/T is available to the Charger. It
has the HEMI V8 boosted to 350hp by lower back-pressure exhaust, plus
firmer suspensions, grippier tires, better brake pads and revised
steering to improve its handling. |
| The
above report was last updated on 21 Jun
2005. All Rights Reserved. |
Chrysler 300C SRT-8
|
 From
the exterior, you can hardly tell this is SRT-8. Performance Chryslers
used to look wild, usually wilder than the performance they deliver.
But today Chrysler is controlled by German who prefer huge performance
in low profile – look at those 500-horsepower Mercedes and you know.
That's why the “Street, Road and Track with 8-cylinder” version of
Chrysler 300C differs from the regular car by just bigger wheels, wider
tires, a slightly deeper chin spoiler, a pair of additional air intakes
at the front bumper and a tiny tail spoiler.
 That's
only the look, of course. When you open the bonnet, A-Ha, this is where
it make the big difference. Instead of the ugly plastic engine cover,
you will see 8 long metal intake manifolds resting in the V-valley,
either side is a cam cover with the word “HEMI” and a red “6.1L”. This
is the hottest version of the HEMI V8. Chrysler bored it out to 6059
cc, increased compression ratio from 9.6 to 10.3:1, employed larger
valves, higher flow intake manifolds, ports and exhaust, lighter hollow
valve stems, stronger forged steel crankshaft, stronger connecting
rods... as a result, the 6.1 HEMI is more eager to rev. It pumps out
425 horsepower at 6200 rpm, far more than the 5.7 HEMI's 340 hp at 5700
rpm. This translate to a multi-valve-engine-like specific output of 70
hp per litre, even higher than Chevrolet Corvette's LS2 engine !
 Predictably,
the big V8 is immensely torquey. As much as 420 lbft is available at
4800 rpm. It pushes the 1910 kg monster from standstill to 60 mph in
merely 4.9 seconds and to 100 mph in an Evo-beating 11.5 seconds.
Remember, it does this with a 5-speed automatic gearbox !
Not only performance, the SRT-8 is also strong at handling.
Modifications to the chassis include lower ride height (by half an
inch), stiffer springs and thicker anti-roll bars, jumbo-size (20-inch)
alloy wheels, very wide tires (245/45ZR front and 255/40ZR rear) and
very powerful Brembo brakes (360mm front, 350mm rear, with 4-piston
calipers). What it lacks are those excessive electronic trickeries
which often ruin driving fun.
 SRT-8 is
an honest driving machine. It corners with immense grip and rock-steady
body control. The brakes are powerful and fade-free. Steering is
weighty and confidence inspiring. It responds keenly to driver input.
Unlike the regular, softer riding 300C, it feels far smaller than it
is, giving the driver enough confidence to tackle the twisties.
Inevitably, the ride is firm but never punishing, and noticeably
smoother than Cadillac CTS-V. Chrysler has done a great job !
However, the most brilliant is that they do this without costing your
fortune. In the USA, the SRT-8 is sold at just US$40,000, considerably
cheaper than BMW M3 (US$47,000 and leanly equipped), Cadillac CTS-V
(US$50,000), BMW M5 (US$80,000) and Mercedes E55 AMG (US$80,000). That
actually put it at a lower price segment. In this way, the big Chrysler
can easily storm the field by its strong performance and
driver-delighted handling. The only reservation is fuel consumption,
especially now the 6.1 engine has lost the cylinder cutoff technology
in favour of lighter valvetrain. Otherwise we can hardly think of any
reason not to love the SRT-8. Chrysler has finally created a winner.
|
| The
above report was last updated on 27 Apr
2005. All Rights Reserved. |
|
|